The Electronic Energy Injection System Executive Essay

The Electronic Energy Shot system can be split into three: basic sub -systems. These are the energy delivery system, air induction system, and the electronic digital control system.

The gas delivery system contains the fuel tank, fuel pump, gas filter, energy delivery pipe (gas rail), gas injector, energy pressure regulator, and fuel return tube.

Fuel is provided from the reservoir to the injector by means of an electric fuel pump. The pump is normally found in or close to the fuel tank. Contaminants are filtered out by a high capacity in line fuel filtration.

Fuel is managed at a regular pressure through a energy pressure regulator. Any fuel which is not sent to the intake manifold by the injector is returned to the fish tank through a gas return tube.

The Air Induction System

The air induction system includes the air cleaner, ventilation meter, throttle valve, air intake chamber, consumption manifold runner, and intake valve.

When the throttle valve is opened, air moves through the air cleaner, through the air flow meter (on L type systems), at night throttle valve, and through a well tuned intake manifold runner to the intake valve.

Air delivered to the engine unit is a function of driver demand. As the throttle valve is opened further, more air is allowed to enter the engine unit cylinders.

Mostly the L type EFI system measures air flow straight by using an air flow meter. The D type EFI system steps ventilation indirectly by monitoring the pressure in the intake manifold.

Electronic Control System

The electronic control system contains various engine sensors, Electronic Control Device (ECU), energy injector assemblies, and related wiring.

The ECU can determine the way in which much fuel must be sent by the injector by monitoring the engine unit sensors.

The ECU turns the injectors on for a precise timeframe, referred to as injections pulse width or shot duration, to provide the correct air/fuel percentage to the engine.

Basic System Operation

Air enters the engine motor through air induction system where it is assessed by the air flow meter. As the environment flows in to the cylinder, energy is mixed into the air by the fuel injector.

Fuel injectors are organized in the intake manifold behind each intake valve. The injectors are electric powered solenoids that happen to be managed by the ECU.

The ECU pulses the injector by transitioning the injector floor circuit on and off.

When the injector is fired up, it opens, spraying atomized energy at the back side of the intake valve.

As gasoline is sprayed in to the intake airstream, it mixes with the incoming air and vaporizes because of the low stresses in the intake manifold. The ECU alerts the injector to deliver just enough gasoline to achieve an ideal air/fuel proportion of 14. 7:1, often referred to as stoichiometry.

The precise amount of energy delivered to the engine motor is a function of ECU control.

The ECU establishes the basic shot quantity based after assessed intake air amount and engine unit rpm.

Depending on engine operating conditions, treatment quantity will change. The ECU screens variables such as coolant heat, engine swiftness, throttle angle, and exhaust air content and makes injection corrections which determine final injection number.

WHAT YOU HAVE TO ACCOMPLISH TO CONVERT CARB TO EFI IN CASE THERE IS A CAR

Here's what is required for complete conversion

EFI mind and intake manifold with everything still fastened.

Crossover pipe, MAF sensor and air box

Fuel fish tank with gasoline pump

Entire wiring funnel from the car.

EFI computer

EFI distributor

EFI coil/igniter

EFI gauge occur the dash

Knock sensor, main relay

Anything else that was attached to the wiring harness

Other things which can be also essential

LC Anatomist EFI Pro cam

Fel Pro mind gasket set

Fluids

These will be the steps

Out with the old. . .

Air cleaner off

valve cover off

Head off

Head on the bench with the absorption removed.

EFI intake and EFI head

Carb brain and EFI components installed

Certain small things that people found were different were

There was some sort of smog device bolted to where the EFI fuel filtration goes. It isnt used with EFI and was discarded as were mid-air tubes that go above the header.

The ruthless fuel line has to be either made or salvaged.

The vacuum hose for the brake booster differs between carb and EFI.

The top radiator hose differs between carb and EFI

The good thing is the fact that two of the plugs that go in to the computer can be disconnected and are only go directly to the engine. So, if you unplug these from the consumption, then pull the absorption intact. The third plug has the power and other things going to it for the EFI.

All game is to invest some time and check each wire coming out of the computer.

There seems to be only 3 components outside of the "normal" EFI stuff.

The main EFI relay located in the inside fuse panel under the driver's aspect dash. The circuit starting relay located under the traveler side dash. That is controlled by the MAF sensor and turns on / off the gas pump. Additionally it is tied into the main EFI relay.

The solenoid resistor is linked to a turned vitality source (IGN) and would go to the petrol injectors. This is found in the engine area passneger aspect.

Pretty much, the thing that is not self-explanatory is how these three components are wired.

Mathematical Formulation;

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Most EFI systems have a standard set of sensors. Included in these are

The Barometric Pressure (BARO) Sensor, which provides the ECU with the atmospheric air pressure reading.

The Engine motor Coolant Temperatures (ECT) Sensor, which gives the ECU with the engine's current operating temp. This is important because petrol vaporization varies for different engine unit temperatures. A frosty engine unit requires more gasoline while a hot engine motor requires less.

The Intake Air Temp (IAT) Sensor, which the ECU must consider when identifying pulse duration.

The Mass Air Flow (MAF) Sensor, which really is a tube positioned following the air filter in the air intake duct. The MAF sensor has a fine platinum line that spans over the tube. The wire is warmed by electrical power current to keep a constant temps above ambient. The ventilation past the wire cools the wire and much more current is required to maintain the continuous temperature. Thus, the quantity of current required to maintain the regular temperature indicates the air flow rate. The ventilation rate is divided by RPM to determine the pulse length of time.

The Manifold Absolute Pressure (MAP) Sensor, which uses manifold vacuum to evaluate engine fill. An EFI system that runs on the MAP sensor will not need a MAF sensor as it could use the source from the MAP sensor to determine the required pulse length.

The Oxygen Sensor (O2S), which is employed to gauge the amount of air that's not consumed during combustion. This is important for the correct procedure of the catalyst converter and is used for emissions control alternatively than performance or overall economy. The O2S is found in the exhaust system and is an after-the-fact measure of the air/petrol ratio. An excessive amount of unburnt gasoline in the exhaust reveals a lean combination while inadequate oxygen signifies a rich concoction.

The Crankshaft Position (CKP) Sensor, which is very important to timing purposes as it says the ECU which spark plug to hearth and which injector to open up at any given point in the Otto pattern.

The Throttle Position (TP) Sensor, which is another important sensor as the throttle position and the rate of change in the throttle position reveals the the particular diver wants the automobile to do.

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The alterations we is capable of doing on an OEM EFI are somewhat limited because the OEM ECU is not reprogrammable. However, there are a variety of things we discovered that we mechanical engineers do to modify the EFI system without having to reprogram the ECU. We can raise the energy pressure as this is one reading that the ECU of a standard efi kit found in the cultus eg does not consider - it assumes the fuel pressure is a regular 30 psi(an estimated value given by Pak Suzuki ) above absorption manifold pressure; we can intercept the pulse indication form the ECU, change it using suggestions from the manifold pressure and send it to the injector; we can raise the injector nozzle size; or increase the amount of injectors. However, your best option, performance wise, is to install an aftermarket ECU. Within the next few pages we'll discuss each one of these options.

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There are a few critical indicators that our research shows that must be taken into consideration when installing an efi engine unit. These are: the pulse length of the injectors and the obligation cycle.

The injector pulse length of time is the quantity of time that the injector is organised open so that it can inject petrol in to the combustion chamber. The pulse length of time is controlled by the engine unit control unit (ECU) and is dependent on various sensors in the electric fuel treatment (EFI) system. The much longer the pulse length of time, the more gas is put into the air/petrol mixture. The quantity of gasoline required at any one time varies by the amount of air flow, the air denseness, the engine weight, and the engine unit temperature. Which means pulse duration will change. However, there is only a limited timeframe that the injector can be presented open at each trend of the engine unit. This amount of time is reduced as engine unit speed increases. For example, at 600 RPM the available time is 0. 1 a few moments (60 seconds ina moment divided by 600 revolutions) but at 6, 000 RPM it is merely 0. 01 moments. The pulse duration relative to the available time at the engine unit red line is called the duty circuit and is expressed as a percentage. Thus a work routine of 80% means that at the engine motor red line the pulse length of time (the amount of time the injector is help available) is 80% of the available time.

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INCREASING THE DUTY CYCLE

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INCREASING INJECTOR NOZZLE SIZE

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Performance ECU Chips

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Replacing the stock ECU chip with a reprogrammed performance chip is a great option for anything up to a 10% increase in engine power. That is due mainly to how the stock ECU chip is programmed. Essentially, the stock ECU is programmed for optimized performance at peak torque so as this ensures that the car is drivable at low engine unit speeds. Because so many autos would be driven at low engine speeds of up to 3, 500 RPM, ensuring that the automobile drives perfectly at these engine motor speeds is correctly reasonable; if you don't want to change your vehicle! A reprogrammed performance chip will be designed for optimized performance up to the engine motor red line, releasing a moderate electric power increase but making the car less drivable at lower engine unit speeds.

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THE Petrol PICKUP

The energy pickup also needs to get some concern, especially on a modified street competition car with a steel fuel fish tank. On such vehicles the gas level in the energy tank can drop below the gas pickup during hard cornering or heavy acceleration and heavy braking and can cause a momentary drop in fuel pressure and engine performance. The answer is to own a secondary fuel pump resource a small fuel tank or swirl pot that feels the principal energy pumps. The petrol reservoir is a straightforward cylinder with an gasoline inlet from the supplementary pump at the side, a fuel return line at the very top and petrol pickup lines to the primary pumps at the bottom. The fuel reservoir must have a capacity of at least 1 liter and should be mounted low, next to the fuel tank. Having a fuel reservoir, the principal fuel pumps will will have a fuel source even under hard cornering of heavy acceleration and braking conditions.

Calculation upon this bases were done and were utilized in MATLAB program

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